EP2812247B1 - Montagestruktur mit sekundären lastpfaden für einen gasturbinenmotor - Google Patents

Montagestruktur mit sekundären lastpfaden für einen gasturbinenmotor Download PDF

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Publication number
EP2812247B1
EP2812247B1 EP13746229.7A EP13746229A EP2812247B1 EP 2812247 B1 EP2812247 B1 EP 2812247B1 EP 13746229 A EP13746229 A EP 13746229A EP 2812247 B1 EP2812247 B1 EP 2812247B1
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EP
European Patent Office
Prior art keywords
connection
slotted hole
engine
plate
set forth
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Active
Application number
EP13746229.7A
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English (en)
French (fr)
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EP2812247A4 (de
EP2812247A1 (de
Inventor
Zhijun Zheng
David F. Sandy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
RTX Corp
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United Technologies Corp
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Publication of EP2812247A1 publication Critical patent/EP2812247A1/de
Publication of EP2812247A4 publication Critical patent/EP2812247A4/de
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Publication of EP2812247B1 publication Critical patent/EP2812247B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B64D27/404—Suspension arrangements specially adapted for supporting vertical loads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B64D27/402—Arrangements for mounting power plants in aircraft comprising box like supporting frames, e.g. pylons or arrangements for embracing the power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft
    • B64D27/406—Suspension arrangements specially adapted for supporting thrust loads, e.g. thrust links

Definitions

  • Gas turbine engines are typically mounted to an aircraft by attaching a pylon to an aircraft frame, and attaching the engine at forward and rear locations to the pylon.
  • a structure known as a wiffle tree or balance beam, is utilized to provide a path for engine thrust loads between a pair of thrust links and the mount body. Further, a shackle plate is mounted between the compressor housing and mount body to provide vertical and lateral load paths.
  • US 5275357 and US 5927644 disclose an aircraft engine mount with a back-up pin arranged longitudinally with the axis of rotation of the engine.
  • US 5871177 discloses a back-up pin arranged perpendicular to said axis of rotation of the engine, but the plate does not provide vertical and lateral load paths.
  • connection for mounting an aircraft engine to an aircraft pylon as set forth in claim 1.
  • the pin contacts the slotted hole when there is a failed connection between the plate and body.
  • the pin contacts a bottom of the slotted hole when there is a failed connection between the plate and body.
  • the pin is supported by two lugs attachable to the portion of the aircraft engine.
  • the body in another embodiment according to the previous embodiment, includes a tang at a lower end thereof, with the slotted hole provided in the tang.
  • the lugs are arranged on opposed sides of the tang. There is a clearance between the lugs and the tang when there is a normal connection between the plate and body.
  • one of the lugs contacts a respective one of the opposed sides of the tang when there is a failed connection between the plate and the body.
  • the slotted hole has a length from a first end to a second end.
  • the slotted hole has a height from a bottom of the slotted hole to a top.
  • the length of the slotted hole is greater than the height of the slotted hole.
  • each of the length and height of the slotted hole is greater than a diameter of the pin.
  • the length of the slotted hole is arranged substantially parallel to an axis of rotation of the aircraft engine.
  • an aircraft has an engine mounted to an aircraft pylon and the connection mounts the engine to the pylon.
  • an aircraft engine 10 generally defined about an engine axis of rotation 12, is known to be mounted to an aircraft frame, shown schematically at 14, through a pylon 16.
  • a forward mount structure 18 which attaches the pylon 16 to a compressor housing 20, as well as a rear mount structure 22. It is possible that another portion of the engine 10, other than the compressor housing 20, could be used to mount the engine 10 to the pylon.
  • the forward mount structure 18 may include an arrangement 24 known as a "wiffle tree.” As shown in Figure 2 , the arrangement 24 includes a shackle plate 26 which is connected to the compressor housing 20, here by a number of bolts 28. A body 30 extends rearward from the shackle plate 26, and is pinned at 32 such that it can pivot relative to a balance beam 34. The balance beam 34 is pivotally mounted at 36 to a pair of thrust links 38. Thrust links 38 are connected to the compressor housing 20 by pins 40. Again, while the compressor housing 20 is shown, the thrust links 38 could attach to another portion of the engine 10.
  • the connection between the shackle plate 26 and the body 30 is primarily responsible for reacting to vertical loads (such as from the weight of the engine), as well as lateral loads (such as those typically experienced during flight), while the body 30 reacts axial, or thrust loads, primarily by way of the thrust links 38. If the connection between the shackle plate 26 and the body 30 should fail, reaction forces may no longer be properly directed between the engine 10 and the pylon 16.
  • Figure 3A shows a back-up connection 140 (or, a "waiting" connection) to react to both vertical and lateral loads when there is a failed connection between the body 130 and the shackle plate 126.
  • the reference numbers in Figure 3A correspond to those of Figures 1-2 , with similar parts having reference numerals preappended with a "1.”
  • the back-up connection 140 includes a tang 142 positioned adjacent to a lower end of the body 130.
  • the tang 142 is provided with a slotted hole 144, within which a pin 146 is received, as illustrated in the cross-sectional view of Figure 3B .
  • the pin 146 is supported within the slotted hole 144 by two lugs 148, 150 which are part of a clevis arrangement 152 attached to an exterior of a compressor case 154.
  • the clevis arrangement 152 could be mounted to another portion of the engine.
  • the length 144L of the slotted hole 144 is arranged generally parallel to an engine axis of rotation, while the length of the pin 146 is oriented generally perpendicular to the engine axis of rotation.
  • the slotted hole 144 is non-circular, and includes a length 144L greater than its height 144H. Further, both the length 144L and height 144H are greater than a diameter 146D of the pin 146.
  • the slotted hole 144 is shown with rounded ends, and may be referred to as a "race-track" hole because its shape resembles that of a race-track.
  • the slotted hole can include squared ends 156E, as in the slotted hole 156 of Figure 5 , although these squared ends 156E could potentially cause undesirable stress concentrations at the corners. In either case, the slotted hole is, again, non-circular with a length greater than its height.
  • Figures 3A-3C represent an "intact" condition in which there is a normal connection between the compressor housing 120 and the body 130 by way of the shackle plate 126. In this condition, forces from the engine are reacted by the body 130 through its connection with the shackle plate 126, as well as the connection between the body 130 and the thrust links 138, as generally explained above.
  • a failed connection between the shackle plate 126 and the body 130 is defined as any condition in which the body 130 can no longer react forces from the engine by way of the shackle plate 126 as it does in the intact condition described above. This includes cracking of the shackle plate 126, the bolts holding the shackle plate 126 to the compressor housing 120 becoming unfastened, a fracture of the link 127 between the shackle plate 126 and the body 130, etc.
  • the engine When there is a failed connection between the shackle plate 126 and the body 130, the engine will drop relative to the body 130.
  • the pin 146 will likewise drop relative to the slotted hole 144, and will contact a bottom 144B of the slotted hole 144, as illustrated in Figure 4A .
  • the body 130 will then react to the weight of the engine, as well as any other vertical loads, by way of the connection between the pin 146 and the slotted hole 144B, as schematically represented by the vertical load L V .
  • the compressor housing 120 will move laterally relative to the body 130 depending on flight maneuvers, etc.
  • the body 130 reacts a lateral load from the engine, by way of contact between faces 142F, 150F of the tang 142 and the lug 150, as represented schematically by the lateral load L LAT .
  • This is one example of a reaction of a lateral load, and it should be understood that the tang 142 is capable of reacting to a lateral load from either lateral side.
  • the back-up connection 140 is capable of reacting to both vertical and lateral loads, by providing a secondary path for these loads in addition to the normal load path between the shackle plate 126 and the body 130.
  • the back-up connection 140 is statically determinant in nature. Because the slotted hole is provided with a length 144L greater than its height 144H, and is thus non-circular, the body 130 does not react to loads in the fore and aft directions, such as thrust loads, by way of the back-up connection 140. In other words, the length 144L of the slotted hole is such that, when there is a failed connection between the shackle plate 126 and the body 130, the pin 146 will not contact the ends 144E of the slotted hole 144. Accordingly, because the back-up connection 140 is statically determinant, the manner in which the back-up connection 140 reacts to critical load conditions can be relatively easily modeled.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Snaps, Bayonet Connections, Set Pins, And Snap Rings (AREA)
  • Connection Of Plates (AREA)

Claims (12)

  1. Verbindung zur Montage eines Flugzeugmotors (10) an einem Flugzeugpylon (16), umfassend:
    eine Platte (26, 126), die mit einem Bereich (20, 120) eines Flugzeugmotors (10) verbunden wird;
    einen Körper (30, 130), der sich rückwärts von der Platte (26, 126) erstreckt;
    eine Normalverbindung zwischen der Platte (26, 126) und dem Körper (30, 130), zuständig für eine Reaktion auf vertikale wie auch seitliche Last des Motors; und
    eine Reserveverbindung (140) zwischen dem Bereich (20, 120) des Flugzeugmotors (10) und dem Körper (30, 130), wobei die Reserveverbindung (140) einen Stift (146) umfasst, der innerhalb eines Langlochs (144) angeordnet ist, wobei Freiräume (CH, CLEN, CLAT) zwischen dem Stift (146) und dem Langloch (144) vorhanden sind, wenn eine Normalverbindung zwischen der Platte (26, 126) und dem Körper (30, 130) vorliegt;
    wobei der Stift (146) ausgelegt ist, senkrecht zur Drehachse des Motors (10) angeordnet zu sein.
  2. Verbindung nach Anspruch 1, wobei der Stift (146) das Langloch (144) berührt, wenn eine fehlgeschlagene Verbindung zwischen der Platte (26, 126) und dem Körper (30, 130) vorliegt.
  3. Verbindung nach Anspruch 2, wobei der Stift (146) einen Boden des Langlochs (144) berührt, wenn eine fehlgeschlagene Verbindung zwischen der Platte (26, 126) und dem Körper (30, 130) vorliegt.
  4. Verbindung nach Anspruch 1, 2 oder 3, wobei der Stift (146) von zwei Vorsprüngen (148, 150) gelagert wird, die an dem Bereich (20, 120) des Flugzeugmotors (10) befestigbar sind.
  5. Verbindung nach Anspruch 4, wobei der Körper (30, 130) an seinem unteren Ende eine Zunge (142) umfasst, wobei das Langloch (144) in der Zunge (142) vorgesehen ist.
  6. Verbindung nach Anspruch 5, wobei jeder der Vorsprünge (148, 150) auf gegenüberliegenden Seiten der Zunge (142) angeordnet ist, wobei ein Freiraum zwischen den Vorsprüngen (148, 150) und der Zunge (142) vorhanden ist, wenn eine Normalverbindung zwischen der Platte (26, 126) und dem Körper (30, 130) vorliegt.
  7. Verbindung nach Anspruch 6, wobei einer der Vorsprünge (148, 150) jeweils eine der gegenüberliegenden Seiten der Zunge (142) berührt, wenn eine fehlgeschlagene Verbindung zwischen der Platte (26, 126) und dem Körper (30, 130) vorliegt.
  8. Verbindung nach jedem vorstehenden Anspruch, wobei das Langloch (144) eine Länge (144L) von einem ersten Ende zu einem zweiten Ende aufweist, und das Langloch (144) eine Höhe (144H) von einem Boden des Langlochs (144) zu einer Oberseite aufweist.
  9. Verbindung nach Anspruch 8, wobei die Länge (144L) des Langlochs (144) größer als die Höhe (144H) des Langlochs (144) ist.
  10. Verbindung nach Anspruch 8 oder 9, wobei sowohl die Länge (144L) als auch die Höhe (144H) des Langlochs (144) größer als ein Durchmesser des Stifts (146) ist.
  11. Verbindung nach Anspruch 8, 9 oder 10, wobei die Länge (144L) des Langlochs (144) im Wesentlichen parallel zu einer Drehachse des Flugzeugmotos (10) angeordnet ist.
  12. Flugzeug, umfassend:
    einen Motor (10), der an einem Flugzeugpylon (16) befestigt ist; und
    die Verbindung nach jedem vorstehenden Anspruch, wobei die Verbindung den Motor (10) an dem Pylon (16) befestigt, wobei die Platte (26, 126) mit einem Bereich (20, 120) des Motors (10) verbunden wird.
EP13746229.7A 2012-02-06 2013-02-05 Montagestruktur mit sekundären lastpfaden für einen gasturbinenmotor Active EP2812247B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US13/366,541 US8561942B2 (en) 2012-02-06 2012-02-06 Gas turbine engine mounting structure with secondary load paths
PCT/US2013/024694 WO2013119517A1 (en) 2012-02-06 2013-02-05 Gas turbine engine mounting structure with secondary load paths

Publications (3)

Publication Number Publication Date
EP2812247A1 EP2812247A1 (de) 2014-12-17
EP2812247A4 EP2812247A4 (de) 2015-10-28
EP2812247B1 true EP2812247B1 (de) 2016-12-21

Family

ID=48902068

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13746229.7A Active EP2812247B1 (de) 2012-02-06 2013-02-05 Montagestruktur mit sekundären lastpfaden für einen gasturbinenmotor

Country Status (4)

Country Link
US (1) US8561942B2 (de)
EP (1) EP2812247B1 (de)
SG (1) SG11201404043YA (de)
WO (1) WO2013119517A1 (de)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9227734B2 (en) * 2012-08-31 2016-01-05 United Technologies Corporation Secondary load path for gas turbine engine
US9783312B2 (en) * 2014-07-10 2017-10-10 Honeywell International Inc. Method and apparatus for reducing high transient mount load in aircraft engine mounting systems
FR3058127B1 (fr) * 2016-10-28 2022-02-25 Safran Aircraft Engines Assemblage entre un pylone d'aeronef et une turbomachine
FR3059645B1 (fr) * 2016-12-02 2018-12-07 Safran Aircraft Engines Dispositif de suspension pour turbomachine
FR3061480B1 (fr) * 2016-12-30 2019-05-31 Airbus Operations Ensemble moteur pour aeronef comprenant une attache moteur avant facilitant son montage
US10358227B2 (en) 2017-08-15 2019-07-23 The Boeing Company Sideload reaction bearing
FR3096352B1 (fr) * 2019-05-24 2021-06-11 Airbus Operations Sas Ensemble de motorisation pour un aeronef comprenant un support de charge
US11939070B2 (en) 2020-02-21 2024-03-26 General Electric Company Engine-mounting links that have an adjustable inclination angle
US11970279B2 (en) 2020-02-21 2024-04-30 General Electric Company Control system and methods of controlling an engine-mounting link system
FR3156756A1 (fr) * 2023-12-14 2025-06-20 Airbus Operations Ensemble propulsif pour aéronef comportant un moteur, un mât et des moyens d’accrochage du moteur au mât

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Publication number Priority date Publication date Assignee Title
US5275357A (en) * 1992-01-16 1994-01-04 General Electric Company Aircraft engine mount
US5277382A (en) 1992-10-13 1994-01-11 General Electric Company Aircraft engine forward mount
FR2755944B1 (fr) 1996-11-21 1998-12-24 Snecma Suspension avant redondante pour turbomachine
US5927644A (en) 1997-10-08 1999-07-27 General Electric Company Double failsafe engine mount
FR2793769B1 (fr) 1999-05-19 2001-09-07 Aerospatiale Airbus Dispositif d'accrochage d'un moteur d'aeronef a un mat
GB9927425D0 (en) 1999-11-20 2000-01-19 Rolls Royce Plc A gas turbine engine mounting arrangement
US6843449B1 (en) 2004-02-09 2005-01-18 General Electric Company Fail-safe aircraft engine mounting system
FR2867155B1 (fr) * 2004-03-08 2007-06-29 Snecma Moteurs Suspension d'un moteur a la structure d'un avion
FR2883256B1 (fr) 2005-03-18 2008-10-24 Airbus France Sas Attache moteur d'un systeme de montage interpose entre un mat d'accrochage et un moteur d'aeronef

Non-Patent Citations (1)

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Title
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Also Published As

Publication number Publication date
WO2013119517A1 (en) 2013-08-15
SG11201404043YA (en) 2014-10-30
EP2812247A4 (de) 2015-10-28
US8561942B2 (en) 2013-10-22
EP2812247A1 (de) 2014-12-17
US20130200211A1 (en) 2013-08-08

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